Electric signaling system for electric railways.



F- M.' RAYMOND & C. H. DARE.

memo SIGNA'LING SYSTEM FOR ELECTRIC RAILWAYS.

APPLICATION FILED AUG.28. 1913.

Patented May 29, 1917.

6 SHEETS-SHEET I F. M. RAYMOND & C. H. DARE. ELECTRIC SIGNALING SYSTEMFOR ELECTRIC RAILWAYS. APPLICATION FILED Aue. 2s. 1912.

"1,2%7,931 o Patented May 29,1917.

6 SHEETS-SHEEI 2:

1'4: mum/s rzrsns 6a.. PHOTD-Ll 'rnou WASHING mu. :1. c.

F- M. RAYMOND & C. H. DARE. ELECTRIC SIGNALING SYSTEM FOR ELECTRIG-RAlLWAYS.

APPLICATION FILED AUG. 28, 193- 1 ,@%'7 ,93 1 Patented May 29, 1917.

6'sHEET$$HEET 3.

I if? 1 F I F 127 15 11 7a rrrr r Q In": m. PN01D-LIfMO.. wasnmo You. a.c.

F. M. RAYMOND &C. H. DARE. ELECTRIC SIGNALING'SYSUEM FOR ELECTRICRAILWAYS.

APPLICATION FILED AUG-28.1913.

Patented May 29, 1917.

6 SHEETS-SHEET 4.

b4: Mmlus PETERS co.,Pnom-u1uo..wAsMINmbm u. c.

F. M. RAYMOND & C. H. DARE. ELECTRIC SlGNALlNG SYSTEM FOR ELECTRICRAILWAYS.

6 SHEETSSHEET 5.

Patented May 29, 1917.

APPLICATION FILED AUG.2B. I913.

- L 52 0 m gmbtozmeqs F. M. RAYMOND & 0. H. DARE. ELECTRIC SIGNALINGSYSTEM FOR ELECTRIC RAILWAYS.

APPLICATION FlLED AUG. 28, I913- Patented May 29,1917.

-s SHEETS-SHEET 6.

m: Nam": Pznzns m. mom-Lima. wsnmo mu. n c.

on'rrnn sEAWEATENT FRANKLIN lVI. RAYMOND AND CLIFFORD I-I. DARE, FSAUGATUCK, CONNECTICUT; SAID DARE ASSIGNOB TO SAID RAYMOND.

ELECTRIC SIGNALING SYSTEM FOR ELECTRIC RAILWAYS.

Application filed August 28, 1913.

To all whom it may concern:

Be it known that we, FRANKLIN M. RAY- iuonn and CLIFFORD H. DARE,citizens of the United States, residing at Saugatuck, in the county of Fairfield and State of Connecticut, have invented certain new and usefulimprovements in Electric Signaling Systems for Electric Railways, ofwhich the following is a full, clear, and exact description.

This invention relates to electric signaling systems for electricrailways and more particularly to the type of signal system controlledfrom a line of varying potential such as a trolley wire, third rail andthe like.

One of the objects of the invention is to provide means forautomatically maintaining the voltage of the circuit passing through thecontrolling means for the sig nals which is connected to the main linewithin predetermined limits irrespective of wider variations in thevoltage of the main line and thus insure the proper operation of thesignals under all working conditions of the railway system.

Another object of the invention is to provide means for ellectuallypreventing a car or train as it enters a block against a signal set todanger from affecting the signals at either end of the block and sopreventing the operation of the signal system by a train which hasimproperly passed a danger signal.

ll ith these and other objects in view our invention consists inconnecting the controlling means for the signals to the main linethrough a graduated resistance which is automatically cut in and out insections with the variations of voltage in the main line. Thisresistance is suflicient to cause a drop in the potential of thecircuits passing through the controlling means to maintain the voltageof the circuit within predetermined limits irrespective of the voltageof the. main line. ()ur invention also consists of a cut-out interposedin the circuits of the controlling means for the signaling devices ateach end of the block which cut-out is energized to open the circuit tothe control ing' means at one end of the block by means 0- a circuitcontrolled by the initial setting 0 he signals at the other end of theblock. Our invention also consists of the various combinations ofsignals, controlling means Specification of Letters Eatent.

Patented May 29, 191?.

Serial No. 787,058.

and circuit arrangements therefor which will be hereinafter described indetail and particularly pointed out in the claims appended hereto.

Referring to the accompanying drawings in which like parts are referredto by like reference characters,

Figure 1 is a diagrammatic view of the circuit arrangement of the entiresystem;

Fig. 2 is a front elevation of one of the signaling devices;

Fig. 3 is .a View similar to Fig. 2, with the rear cover of the casingremoved;

Fig. 4: is a sectional view somewhat onlarged on the line 44- of Fig. 5;

Fig. 5 is a section on the line 5--5 of Fig. 4-;

Fig. 6 an enlarged detail oi the pawl and ratchet mechanism foroperating the step by step mechanism;

Fig. 7 is a section on the line 77 of F 6;

Fig. 8 is an enlarged detail of the semaphore setting and lockingmechanism;

Fig. 9 is a plan of Fig. 8; and

Fig. 10 is a detail of the core for the step by step mechanism.

The type of signaling system illustrated comprises signaling deviceslocated at turn outs or switches and connected together by line wires,the entire system being arranged to automatically indicate to theoperator oi? a car or train whether or not there are any trains on theintervening stretch of track or block and in what direction they aremoving. The signaling devices are provided with electricallyoperatedstep by step mechanisms which are automatically connected to the trolleywire or third rail by the passing car and control. the setting of thesignals at each end of the block. The operation of the step by stepmechanism closes circuits to set the signal at the bc ginning of theblock to caution and the one at the end of the block to dangerOther-trains passing in the same direction successively effect theoperation of the step by step mechanism without disturbing theelectrical connections to the signals, and as each train or car leaves ablock, they successively move the step by step mechanism one step at atime until the last car passing out of the block opens the circuits andthe signals will return to their normal or nonindicating positions.

The signaling devices at each end of the block are similarand only onewill be described, so referring first to Figs. 2 to 10, inclusive, inwhich the mechanical construction of one of the devices is fullyillustrated the signal lamps and semaphore setting mechanisms areinclosed in a. suitable casing comprising a substantiallyrectangularshaped frame 1 open at its front and rear ends which areclosed by covers 2 and 3, respectively. This frame 1 may be of aluminum,reinforced sheet metal, or some other light material and is adapted tobe placed on a post at the entrance or end of a stretch of single trackwhich constitutes the block. Arranged on the top of the frame 1 is asemi-cylindrical casing 4 which houses the step by step mechanismhereinafter described. Casings 5 and 6 are secured to the under side ofthe frame 1 substantially flush with the sides of the frame and supportthe counterbalanced semaphores 7 and 8, hereinafter referred to as thedanger and caution semaphores. Lamps 9 and 10 located in an open box 10fastened to the bottom of the frame 1, illuminate the somaphores 7 and8, respectively, and make them easily discernible, even on dark nights.The front cover 2 of the frame is provided with lenses or bulls eyes 11,12, and 13, which are colored. red, green, and white, respectively.These lenses are illuminated by sig nal lamps 11, 12 and 13, within theframe 1, the electrical connections of which will hereinafter bereferred to in the operation of the system. Arranged above each of thelenses .are the hoods 14 more clearly shown in Fig. 5, which preventrays of light from any source from striking the lenses and re fleetingback. Reflectors 15 are fastened to the inner side of the front cover 2and are adapted to reflect the rays of light from the lamps 11 and 12within the casing onto the green and red lenses 11 and 12.

Step by step mechanism.

Two solenoids 16 and 17 which will hereinafter be referred to as thesetting and clearing solenoids, are suitably supported in frames 18bolted to a panel 19 resting on the top of the frame 1. Uprights 20 and21 support contact wheels 22 and 23 of conducting material which aremounted on stationary stub-shafts 22 and 23, the wheels being free torotate on these shafts. The wheel 22 is provided with a recess 24 in itsouter periphery in which a contact spring 25 carried by the wheel 23 isadapted to rest in the normal position of the mechanism, and is adaptedto electrically connect the wheels when one of the wheels is movedrelatively to the other to complete the circuit to the signals as willbe hereinafter referred to.

The mechanism for operating the wheels 22 and 23 which are alwaysrotated in the same direction upon the energization of solenoids 16 and17, respectively, are the same, and the one corresponding to clearingsolenoid 17 will be described. Ratchet wheels 27 and 28, suitably spacedapart by washers are secured to the hub of the wheel 23 (see Fig. 7) bymeans of pins 29. A core 29 for the solenoid 17 is pivotally attached toa connecting link 30 having a tooth 31 at its outer end adapted toengage with the teeth of the ratchet Wheel 27. Suitably pivoted to thelink 30 is a pawl 32 weighted at one end and having a tooth 33 at itsother end which also engages with the teeth of wheel 27 and rotates thewheel 23 upon energization of the solenoid 17. The pawl 32 is so spacedfrom the tooth 31 that upon energization of the solenoid 17 the tooth 31will act as a stop and prevent the wheel from being turned more than onetooth at a time. The core 29 is of a peculiar construction to insure theuniform operation of the step by step mechanism and consists of a rod 34(see Fig. 10) having a shoulder 35 at one end thereof which is slottedfor the reception of the link 30. A tubular member 36 which forms thecore proper is freely slidable on the rod 34 and is held against theshoulder 35 by an expansion spring 37 which bears against the rear endof the member 36 at one of its ends and is held in place and secured tothe rod 34 at its other end by a nut and washer. Upon the energizationof the solenoid the tubular member 36 will first be drawn partially intothe solenoid compressing the spring 37 until the tension is sufficientlystrong to pull back the link 30, thus insuing a uniform and quickoperation of the contact wheel irrcspective of the tractive force withwhich the core is pulled into the solenoid.

Suitably pivoted to the upper end of the upright 21 are the oppositelydirected pawls 38 and 39 which are normally adapted to rest on the teethof the ratchet wheels 27 and 28 which wheels have their teeth pointingin opposite directions. Pawls 38 and 39 therefore act as a lock toprevent any inadvertent movement of the contact wheels 22 and 23 ineither direction. As the rotation of wheel 23 is clockwise as viewed inFigs. 3 and 6, it is necessary to lift the pawl 39 from the ratchetwheel when the wheel is being operated. This is accomplished by means ofa weighted cam 40 mounted freely on the shaft 23 and having a projectinglug 41 which is pivoted to the link 30. The cam 40 is provided with aweighted ball 41 and a cam surface 42 upon which rides a roller 43carried by the pawl 39. The cam 40 is so designed that upon movementthereof and of the link 30, due to the energization of the solenoid 17the pawl 39 will be raised by the cam surface 42 to permit the pawl 32to rotate the ratchet wheel 27 and the contact-wheel 23. The weightedball ll returns the link to its original position upon thedeiinergization of the solenoid, the length of the stroke of the link 30being controlled by a guidepiece 4:2 fastened upright 21 and havinguprightprojecting portions which engage with the lug 41 carried by thecam 40. Steps e3 one of which is of insulating material, are fastened tothe inner surfaces of the wheels 22 and 23, and are arranged to be inengagement when the wheels are in their normal position with the stop onthe setting wheel 22 in advance of the one on clearing wheel 23 toprevent operation of the clearing wheel before the setting wheel hasbeen operated.

Voltage controlling relays.

The supply of current to the solenoids l6 and 17 of the step by stepmechanisms is controlled by means of the voltage controlling relays a land smrespectively, which are similar and only one will be described. Asolenoid 46 mounted on a panel 47 se cured to the frame 1 is providedwith a core having a reduced lower portion or rod 49 extending below thebottom of the solenoid. This core is normally held in retracted positionby an expansion spring 50 arranged between the lower end of the rod l9and a cap 51 which rests against the bottom of the solenoid. A secondrod 4t8 is secured to the upper end of the core upon which are arrangedtwo circular disklike contacts 52 and 53 which have central openingstherein through which the rod 48 freely passes. The contacts 52 and 53are normally held in bridging relation to two pairs of contacts 54 and55 mounted in insulated frames 56 which are firmly secured to the panell7. The disks 52 and 53 are constrained to move with the rod 48 by meansof an expansion spring 57 arranged on the rod 48, between thecontact-disks 52 and 53 and which forces the contact-disks against pins58 and 59 secured to the rod 48. The distance between the pins 58 and 59is slightly greater than the distance between the contacts 5% and 55,the pin 59 being so arranged that when contact-disks and 53 are restingon the contacts 554i and 55, the spring 57 is compressed and the contactdisk 53 does not rest upon the pin 59. ll hen the solenoid 4:6 is firstenergized and i s core slightly aised. the disk 52 is held against thepin 58 by the spring 57 and will be raised upon the initial movement ofthe rod 48. The disk will, however, remain in contact with contacts 54.If the voltage through the solenoid L6 is afterward increased, its corewill be raised high enough to force the pin 59 against the contact disk53 and thus raise it ofi contacts 55.

These voltage controlling relays are connected to the trolley wire orsome other source of varying potential and the way in which they controlthe circuit to the step by step mechanism will be hereinafter referredto in the operation of the system.

Semaphore setting mechanism.

Suitably incnsed by the frame 1 are the sen iphore setting mechanismsdesignated and 66. These mechanisms are similar in all respects with theexception that the mechanism 65 is adapted to turn the danger semaphore7 through an angle of 90 and the mechanism 66, the caution semaphore 3,through an angle of L5".

Referring first to the mechanism 65, which is shown in its normal orinoperative position, a solenoid 67 is suitably supported in a framemounted on the base of the frame 1 and is provided with an innercylindrical tube 68 in which a core (not shown) slides, the tube actingas a guide for the core which normally extends below the bottom of thesolenoid. This core is connected by a link 70 to a short arm of abell-crank TO mounted on a shaft 69 supported by a lug projecting fromthe frame of the solenoid 67. Suppor s 71, which are rigidly attached tothe base of the frame 1 project downwardly through an opening in thebase of the frame, into the casing 5 and have bearings at their lowerends for the reception of a rocker shaft 72 which is extended throughone side of the casing and carries the semaphore blade 7 (see Fig. 2).An arm 7 3 is rigidly fastened to the shaft 72 at one end and at itsother end is connected to a rod 74 which is in turn connected to thelong arm the bell-crank 70. The rod 74 is made in two ections with aflexible connection between them consisting of plates 75 and 76 secured.to the ends of the sections between which is arranged a spring 77, thesections of the rod being held together by guide-rods 78 secured toplate 75, the guide-rods passing through apertures in the plate 76 and athird plate 79, which is firmly secured to the upper sec tion of the rodM. The guide-rods 78 are provided with nuts at their free ends whichhold the sections of rod 74 together against the tension of the spring'77. When the solenoid 67 is energized the rod 74 is suddenly moveddownwardly which will compress the spring '77 and take up the shock andjar incident to the operation. The flexible connection described willalso prevent the parts from being broken if the movement of thesemaphore is obstructed. A dash-pot S0 of the usual. construction isattached to the extremity of the long arm of the bell-crank TO and isarranged to cause a gradual actuation of the parts upon the energizationof the solenoid 67. A counterweight 80 is adjustably mounted on theshort arm of the bell-crank 70 to aid in returning the operatingmechanism to its normal position after the semaphore is released fromits signal indicatin position. The details of construction of theoperating mechanism for the caution semaphore 8 are similar and will notbe described.

Semaphore locking mechanism.

is will be hereinafter pointed out, when the semaphore 7 has been turnedto its signal indicating position, the circuit of the magnet 67 isopened and the semaphore mechanically locked in its raised position. Thelocking means includes a solenoid 81 suitably supported in a framefastened to the side of the frame 1, having a core partially supportedby a weak spring 82 which is arranged between the top of the frame and awasher secured to a reduced portion of the core. Attached to the lowerend of the core is a rod which is pivotally connected to a latch 84 atits lower end. This latch is pivoted to the frame 1 and is provided witha locking slot 85 at its free end. The path of travel of the rod 83 isadjustable by nuts 86, 86, which are positioned on each side of aguide-piece 87 fastened. to the frame 1. C ne link 88 of a toggle ispivoted in the end of the guide piece 87 and at its other end is pivotedto a link 89 which provides the other member of the toggle. The link 89is connected to a rod 90 passing through a trunnion bearing 91 supportedon the base of the frame 1. This rod 90 similarly to the rod 74, is madein two sections which are flexibly connected together by a spring 09,arranged between two plates 93 and 94, plate 93 being secured to thelower end of the upper section of the rod and plate 94 being connectedto the lower section of the rod by a third plate 95 which is secured tothe end of the lower section and has guiderods 96 secured thereto, saidrods passing through apertures in the plates 93 and 94 and the ends ofthe rods 96 being firmly se cured to the plate 94. The lower end of therod 90 is connected to an arm 97 rigidly fastened to the shaft 72. Thelink 88 is slightly offset as shown in Figs. 4 and 8 and after thesolenoid 67 has been energized, turning the shaft 72 downwardly throughthe connections described, the links 88 and 89 will be turned to aposition similar to that shown at the right hand side of the Fig. 4,through the connection with an arm 97 which is rigidly secured to theshaft 72 at one end and to the rod 90 at the other. The respectivepivots which connect the toggle links 88 and 89 together, to the guidepiece 87 and to the rod 90 do not lie exactly in vertical alinement butare arranged as closely as possible to vertical alinement and yet allowthe toggle to be off dead center suliicient to permit it to break andreturn to its normal position when the shaft 72 is turned. In thisposition of the link 88, pin 98 mounted on the same is adapted to restin the locking slot 85 of the latch 84, the latch 84 being so shapedthat the inner wall of the slot 85 is higher than the outer end and soforms a stop to limit the movement of the pin.

The solenoid 81 is energized during the energization of the solenoid 67,which will raised position after the circuit through the operatingsolenoid 67 is broken. The positioning of the pivots of the toggle insubstantially vertical alinement will insure that there will be but aslight lateral pull on the latch 84, therefore the tractive forcenecessary to maintain the latch in its raised position will be small.The solenoid 81 may therefore be of small current carrying capacitywhich will result in a material saving in the amount of current used inmaintaining the semaphore in signal indicating position over an extendedperiod of time. The locking mechanism for the solenoid 68 is similar andwill not be described.

Circuit controller for semaphore setting mechanism.

The mechanism for controlling the opening of the circuit to theoperating solenoid 67 is controlled by an arm 100 which is rigidlyattached to the shaft 69 at one end and has a rod 101 secured to itsfree end. The rod 101 is connected to one arm of a bell-crank 103, whichis pivoted at 104 on a suitable upright 104 mounted on the base of theframe 1. The other arm 105 of the bell-crank 104 carries a cam surface106 and an adjustable stop 107. Mounted on the pivot 104 is a secondbell-crank 108 which has an insulated knife switch 109 at the free endof one of its arms which is adapted to bridge contacts 110. The otherarm of the bell-crank 108 is provided with a cam surface 111 having anotch at 112 therein in which a pin 113 carried at one end of a weightedlever 114 pivoted to the supporting upright 104 is adapted to rest. Thelever 114 carries a pin 115 at its other end which is adapted to engagewith the cam surface 106 and is adapted upon upward movement of the rod101, due to the energization of the solenoid 67, to lift the pin 113from the notch 112 and allow the knife switch 109 to fall into bridgingrelation with contact 110. Upon movement of the rod 101 in the oppositedirection after the latch 84 has been released and the sema-'iseat inthe notch 112 and thus hold the parts in their normal position. Asimilar circuit controller is provided for the operating mechansm 66which is so designed that the contacts will be bridged when thesemaphore 8 has been turned through an angle of the construction beingsimilar to the one heretofore described.

Contacts 109 and 110 when in bridging relation control a relay 117 whichcontrols the circuit to the solenoid 67 of the operating mechanism 65. Asimilar relay 118 is provided for the solenoid of the operatingmechanism 66. The relay 117 comprises a solenoid 119 supported in aframe 120, the side pieces of the frame being extended upwardly carry abridge 121 of insulating material having contacts 122 passingtherethrough which are adapted to be engaged by a circular disk-likecontact 123 mounted on a rod 124 attached to the upper end of the coreof solenoid 119. A spring 125 is arranged between a washer secured tothe end of the rod and the bridge 121, which partially supports the coreof the solenoid and thus insures the operation of the relay on and 13.

a low voltage. The disk contact 123 is supported on the rod 124 by anexpansion spring 126 arranged between a washer secured to the rod andthe under side of the disk, the upward movement of the disk beinglimited by a pin 127 passing through the rod 124. When the solenoid 119is energized, the rod 124 is raised carrying the disk contact 123 incircuit closing relation with contacts 122 which will compress thespring 126. This construction aids in obtaining a quick break betweenthe contacts 122 and the contact 123, when the solenoid 119 isdeenergized and will also eliminate any tendency for the contacts tostick.

It is to be noted that auxiliary lamps are provided for the signallights 9, 10, 11, 12 These lamps are normally out of circuit, but areadapted to be thrown in circuit upon the breakage of the main lamps bymeans of the relays 131 to 135, inclusive, of any desired construction,the coils of which are normally in circuit with the main lamp so thatcircuit will not be closed through the contacts 136 to 141 (see Fig. 1)inclusive, but upon the main lamp giving out, contacts will be closedplacing the auxiliary lamps in circuit and short circuiting the mainlamp.

*of the ground cut-out which controls contacts 155. This cut-out may beany form of Reference character 129 designates the coil relay whosecontacts are closed when the co ls are de'e'nergized.

Operation of the system.

The description of the circuit arrangement will be clear from theoperation of the system which will be given for one train passingthrough the block from left to right. As the car passes set sleeve 145,contact is momentarily made with the trolley wire, current passingthrough the sleeve 145, wire 147, contact 148, wire 149, indicating lamp13, relay 135, wire 151,'solenoid 46 of the voltage controlling relay,wires 152, 153, 154,

contacts 155 of the ground cut-out 129, wire 156, contact 157, to theground. This circuit therefore passes through relay 135, solenoid 46 andlamp 13. The energization of the relay 135 will out the auxiliary lampout of circuit as has been heretofore described. The flashing of lamp 13will indicate to the operator of the car that the circuit to thesignaling device has been properly closed. The energization of thesolenoid 46 however depends upon the voltage of the trolley wire. Thisrelay is wound with a sufliciently high resistance to be unafi'ected bycurrent from the trolley wire of a potential less than ap proximately300 volts. If the voltage of the trolley wire is between 300 and 400volts, the solenoid 46 will be energized sufliciently to raise contacts52 out of engagement with contacts 54, and if the voltage of the trolleywire exceeds 400 volts, the contact 53 will also be raised out ofengagement with contact 55 for a purpose hereinafter described.

The passing of the car over set sleeve 145 will also close a circuit inparallel with the circuit previously traced which branches from wire 149and consists of wires 158, 160, contacts 54 and 52, 55 and 53, wires159, 161, solenoid 16, of the step by step mechanism resistance 162,joining wire 154 and grounding through contacts 155 of the groundcut-out, wire 156 and contact 157, as in the preceding circuit. Thiscircuit .passes through solenoid 16 which is wound to be effective onlow voltages ranging from 125 to 300 volts, the circuit last tracedbeing the path for the current when the voltage controlling relay 46 isnot energized, or, in other words, when the voltage of the trolley wireis less than 300 volts. It is evident therefore that the step by stepmechanism actuated by the solenoid 16 will be operable when the voltageof the main line has dropped to 125 volts which is the minimum voltagewhich will supply sufli cient power to the car to operate it. If,however, the voltage of the trolley wire or main line ranges between 300and 400 volts, then contacts 54 and 52 will be forced out of engagementwith each other and the circuit will then pass from Wire 158, throughresistance 127, contacts 55 and 53, wire 159, to wire 161 to solenoid 16as in the preceding circuit. The resistance 127 is suflicient to cause adrop of potential in the circuit from 4500 volts to less than 300 volts,so that the potential of the current passing through solenoid 16 willstill range between 125 to 300 volts. If the voltage of the trolley wirerises above aoo volts, the resistance 128 will be cut in as contacts 55and 53 are forced out of engagement with each other, the potential ofthe current passing through solenoid 16 still remaining less than 300volts. It is therefore evident that the operating voltage of thesolenoid 16 remains substantially uniform irrespective of the variationsin the voltage of the main line.

While in the usual operation of the systerm the action of the voltagecontrolling relay 16 and the solenoid 16 will be practicallysimultaneous, yet if the solenoid 16 receives a momentary impress of ahigher voltage than that which it is designed to carry, the same willnot materially aifect the solenoid, since the time during which theoverload is carried is not of suflicient length to heat the coil anddestroy the insulation. If, however, the car should come to a stop whileit is making contact with the switch 115, then the voltage controllingrelay will have its principal function and will prevent the steady flowof the higher voltage through the solenoid 16, which would in acomparatively short time destroy the coil. The same would be true if theear passed over the switch 145 at a low rate of speed, since under thesecircumstances contact might be made with switch 1&5 for a suilicientlylong time to cause an overheating of the solenoid 16, which might byrepetition destroy the solenoid 16 in time. With the system described,any danger of the solenoid 16 remaining on the higher voltage isentirely eliminated, the voltage controlling relay coming into playafter a momentary impress of the higher voltage on the same.

The energization of the solenoid 16 will step the contact wheel 22around one step so that contact 25 will bridge the periphcries of thetwo wheels 22 and 23. Circuit will then be closed from the feeder wire163, wire 16%, contact 165, wire 166, locking coil 81, wire 167, lamp10, coil 132, wire 169, lamp 12, coil 133, wire 170, the coil 119 of thecircuit closer for the semaphore set ting mechanism, wire 171, contactwheel 23, contact 25, contact wheel 22, wire 172, contact 173, line wire174, to the signaling device at the other end of the block, throughcontact 273, wire 272, to the coil of the ground cut-out 229, throughthe coil of the circuit closer 218, wire 270, coil 233, light 211, Wire269, coil 232, light 209, wire 267, locking coil 281, wire 266, contact257, to the ground. This circuit energizes the solenoids 119 and 218 ofthe circuit closers, respectively, and also energizes the locking coils81 and 281 of the green semaphore 8 in the signaling device at theentrance to the block and the red semaphore 207 at the end of the block.The lamps 12 and 211 are lighted which will indicate through the greenand red lenses of the two sig naling devices, respectively, that a carhas passed into the block, the green light 12 indicating to the operatorof the second car that the preceding 'car has passed in the samedirection and that he may follow it, the lamp 211 being a stopindication, or, in other words, telling the operator of another carentering at the right hand end of the stretch of single track that atrain is passing through the block. in the opposite direction.

The lighting of lamps 10 and 209 will illuminate the semaphores 8 and207 respectively, so that when these semaphores are turned to signalindicating position they will be easily discernible. The energization ofthe solenoid 119 will close the circuit to the solenoid 67 to setcaution semaphore 8 to signal indicating position by means of thefollowing circuit :through feeder wire 163, wire 16%, contact 165, wire176, resistance 177, through the solenoid of the operating magnet 67,wire 178, contact 122, contacts 123 carried by the armature of thesolenoid 119, contact 122, wire 156, contact 157 to the ground. Theenergizing of circuit closer 218 will also close the circuit throughsolenoid 267 of the danger semaphore setting mechanism at the other endof the block through the following circuit :feeder wire 163, wire 26 1,contact 265, wire 276, resistance 277, solenoid 266 of the dangersemaphore setting mechanism, wire 278, contact 223 and contacts 222carried by the armature of the solenoid 218, wire 256, contact 257, tothe ground. The semaphore operating mechanism 65 will then operate inthe manner heretofore described to turn the semaphore 8 to its fullindicating position, where it is locked in position by the pin 98engaging in the slot 85. The arm 70 continues its movement causing thesprings 92 and 77 to be slightly compressed, this further move ment ofthe arm 70 permitting knife switch 109 to bridge contacts 110 to shortcircuit the solenoid 119. The arm 70 is then returned to a positioncorresponding to its full inclicating position under the tension ofsprings 92 and 77. It is therefore evident that the semaphore is lockedin its full indicating position prior to the cutting of the solenoid 67out of circuit, thereby insuring the proper locking action before thesolenoid is cut out of circuit. Contacts 209 and 210, will in the samemanner short circuit the coil of the circuit closer 218 and open thecircuit of the operating solenoid 267. The circuit through the lockingcoils 81 and 281 in circuit with the signal lamps are still energizedand the semaphores will remain locked in their raised position by thelocking mechanism heretofore described until contact is broken betweencontact wheels 22 and 23. This is accomplished when the train leaves theblock by passing over the clearing sleeve 2&6 which will close a circuitto the solenoid l7 and will move the wheel 23 to again bring the contactspring opposite the recess 24:. The circuit for energizing the solenoid1'? passes from the clearing sleeve 2%, through wire 180, contact 181,wires 182, 183, voltage controlling relay $6, wire 153, contacts 155 ofthe ground cut-out, wire 156, contact 157 to the ground. The operationof the voltage controlling relay a6 is similar to the one heretoforedescribed in connection with the setting operation and circuit will beclosed through the resistances 127 and 128 or not, depending upon thevoltage of the trolley wire, current then passing from wire 182 to wire18%, solenoid 17, resistance 162, wire 1, contact 155, Wire 156, contact157, to the ground. This will operate the wheel 23 to bring the contact25 over the recess 24 which will brea the circuit including the lockingcoils 81 and 281, releasing the semaphores and extinguishing the lamps12, 211, 10 and 209, the parts of the semaphore setting and lockingmechanism resuming their normal position by gravity. The operation ofthe signaling system as a train passes from right to left is identicalexcept in this instance the green semaphore 208 is set to caution at theright hand side of the block and the red semaphore 7 is set to danger atthe left-hand side. The operation of the round cut-outs 129 and 229 isas follows its has heretofore been described, the circuit including thelocking coils 81 and 281 passes through the ground cut-out 229. Thiswill open contact 255 which is in series with wire 256, and contact 257leading to the ground. It is therefore impossible to close the circuitthrough either of the solenoids 216 or 217, as each of these circuitspasses through the contacts 255. If a car should enter a block againstthe danger indication, the cur rent would pass from the set sleeve 2&5,wires 2 1-8, 2&9, lamp 250, coil 285, wire 251, coil 2 1-6, of voltagecontrolling relay, to wires 253, 254:, to contacts 255, which are open,thus preventing the completion of the circuit. The car in backing out ofthe block will again actuate the circuit closer 2 15 which will have noeffect on the system as has been described. It will therefore be seenthat after the signal. at one end of the block b en set to danger a carentering the i iiilh block against the danger signal has no effect onthe operation of the signaling system.

Having described our invention, clain 1. A signaling device for electricrailways, including a semaphore and operating means therefor, saidoperating means in cluding a circuit, electromagnetic means for closingsaid circuit, means controlled by the semaphore operating means forshort circuiting said last named means when the semaphore is insignal-indicating position, and electromagnetic locking means formaintaining said se1na l1ore in its signal indicating position, saidsignaling device having signal lamp and a circuit therefor and meanscontrolled by the train for closing said last named circuit, saidelectromagnetic closing means and locking means being located in saidlast named circuit.

2. An electric railway block signal sys tem comprising a danger and acaution signal at each end of the block, two signal cir cuits eachsignal circuit connecting the caution signal at one end of the blocl:1nd the danger signal at the other end of block, a step-by-stepmechanism at each of the block, each step-by-step mechanism controllingthe signal circuit which ineludes the caution signal at the same end ofthe block as said mechanism is located, a pair of actuating devices foreach step by-step mechanism, circuits for each of said devices adaptedto be closed by a passing car, one circuit for one of the devices ofeach step-by-step mechanism being connected to the end of the block atwhich the stepby-step mechanism is located, and the circuit for theother of each of said devices of each mechanism being connected to theend of the block opposite the step-by-step mechanism, tie circuits forthe two devices of each mechanism having a common wire, a circuitcontroller in each common wire, each of said controllers beingcontrolled by the signal circuit which is controlled by the step-by-stepmechanism at the other end of the block.

3. An electric signaling system having a source of power of varyingpotential, an electric signal, means for controlling said signal, saidmeans having a circuit adapted to be connected to the source of power bya passing car, said circuit having a sectional resistance in shuntthereto, and means for cutting in said resistance in section. said meansbeing controlled by the potential of the source of power.

4. A trolley signaling system having main line, signal, anelectrically-controlled stop by step mechanism for controL ling theoperation of said signal, electro magnetic means adapted to be connectedin circuit with said main line by a passing c: for operating said stepby step mechanism,

said circuit having a resistance in shuntthcreto, and means for cuttingin said re sistance, said means being dependent upon the potential ofthe main line.

An electric signaling system having a source 01 power of varyingpotential, a signal, signal controlling means and means including acircuit adapted to be connected to said source of power by a passingcar, for transforming the varying potential of said source of power intoa substantially uniform potential and "for connecting it to said signalcontrolling means.

(3, An electric signaling system having a source of power of varyingpotential, a sig .nal, signal controlling means adapted to be connectedto said source of power by a pass ing ear, and means automaticallycontrolled by said source of power for transforming the varyingpotential of said source of power passing through said connection into as-iubstantially uniform potential.

7. ALB electric signaling system having a source of power of varyingpotential, a signal, a circuit for said signal, electrically controlledmeans for closing said signal circuit and means including a circuitadapted to be connected to said source of varying potential by a passingcar, for transforming the varying potential into a substantially uniformone and for connecting said potential iith said means for closing thesignal circuit.

iLIl electric signaling system having a source of power of varyingpotential, a al, means for operating said signal, means for controllingsaid operating means adapted to be connected to said source of power ofvarying potential by a p ssing car, and means for changing the varyingpotential said source of power into a substantially uniform one, saidmea -s including a resistance in. shunt to the circuit of thecontrolling means, and means for cutting in a portion of said resistancedepending upon the potential of the source of power.

9. In combination, a semaphore biased to one position, an electricallycontrolled operating mechanism. for setting said semaphore to signalindicating position, a circuit for said semaphore operating means,electromagnetic means for closing said circuit, and means cooperatingwith the operating mechanism for short circuiting said electromagneticmeans just after the completion of the throw of the semaphore, said lastnamed means including a contact normally biased to short circuitingposition and a.

cam controlled latch for controlling said contact.

10. In combination, a semaphore biased to one position, an electricallycontrolled operating mechanism for settin said semaphore to signalindicating position, a circuit therefor, electromagnetic means forclosing said circuit, and means cooperating with the operating mechanismfor short circuitiug the electromagnetic means just after the arrival ofthe semaphore to signal indicating position, said means including acontact normally biased to closed position and means for raising saidcontact upon the movement of the semaphore to non-indicat ing positionand for permitting the operation of the contact just after the arrivalof the semaphore to signal indicating position.

a signal system, a semaphore and electrically controlled oj'icratingmechanism therefor, a circuit for said operating mechanism, a relay forclosing said circuit, a cir-' cuit for said relay, means controlled by apassing car for energizing said relay and its circuit and contactscontrolled by said semaphore operating mechanism adapted to shortcircuit said relay when said semaphore reaches its signal indicatingposition and means for locking said semaphore in its signal indicatingposition controlled by the current passing through said relay circuitv12. A block signal system for electric railways comprising a signalingdevice at each end or the block, danger and caution signals, danger andcaution electrically operated semaphores in each of said devices,circuits for each of said semaphores, a step by step mechanism at eachend of the block, circuits controlled by a passing car for actuatingeach of said step by step mechanisms from each end of the block, signalcircuits, each circuit including the caution signal at one end 01 theblocl: and the danger signal at the other end of the block connectedtoone of the step by step mechanisms located at the same end of theblock as is the caution signal and adapted to be closed upon theactuation of said mechanism, relaysin said signal circuits for closingthe circuit to the caution semaphore at one end of the block and thecircuit of the danger semaphore at the other end of the block, and meansincluded in each of the signal circuits ener gized upon the actuation ofone of said step by step mechanisms for opening the circuits controllingthe action of the said step by step mechanism at the other end of theblock,

13. A block signal system for electric rai.l ways'comprising a signalingdevice at each end of the block, danger and caution signals and dangerand caution electrically op crated semaphores in each of said devices,circuits for each of said semaphores, a step by step mechanism. at eachend of the block,

circuits controlled by a passing car connect- 1 ing each of said step bystep mechanisms with both ones of the block, signal circuits, eachsignal circuit including the caution signal at one end of the block andthe dangel; signal at the other end of the block,

connected to the step by step mechanism located at the same end of theblock as is the caution sigi'lal relays in each of said signal circuitsfor closing a circuit to the caution semaphore at one end of the blockand the danger semaphore at the other end of the block, means foropening the circuits to said semaphores When they reach their signalindicating Qposition, means controlled by each of the signal circuitsfor maintaining said semaphores in said signal indicating position aslong as said signal circuit remains energized and means also included ineach of said signal circuits for opening the circuits controlling theaction of the step by 15- step mechanism at the other end of the block.

In witness whereof, We subscribe our signatures, in the presence of tWoWitnesses. FRANKLIN M. RAYMOND. CLIFFORD H. DARE. Witnesses:

MAME VAN BRUNT DARE, ELIZABETH V. B. BENNETT.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. G.

